Showing posts with label Bike exif. Show all posts
Showing posts with label Bike exif. Show all posts

Wednesday, September 17, 2014

Roland Sands x Indian: “Track Chief”

Roland Sands' Indian Chieftain-powered boardtracker custom motorcycle.
The Indian Chieftain is a big motorcycle, designed to soak up the miles on the smooth highways of ‘Murica. The star of the show is the new Thunder Stroke engine, a mighty 111 cubic inch (1811cc) monster pumping out 119 ft-lbs of torque.

It’s a remarkably good-looking motor, and it caught the eye of Roland Sands, the man who can do no wrong when it comes to creating genre-bending customs. Sands has now tapped into Indian’s rich motorsport heritage, and slotted the Thunder Stroke into a vintage-style, boardtracker-inspired build: the Indian Track Chief.
Roland Sands' Indian Chieftain-powered boardtracker custom motorcycle.
There’s so much detail on this bike, it’s hard to know where to start. “The inspiration came from a drag bike rendering that Sylvain from Holographic Hammer sent to me,” says Sands. “I ended up tweaking it into a boardtracker, adding the single sided element and all the detailing. But we retained the spirit of the tank shape, girder fork and frame.”

That single-side rigid frame is a masterpiece, hugging the engine just-so. It’s hand-fabricated from 4130 chromoly steel, finished in black by Olympic Powdercoating.
Roland Sands' Indian Chieftain-powered boardtracker custom motorcycle.
The frame is a perfect match for the black Paughco Leaf Spring Fork assembly, a fascinating contraption designed for customizers who want a vintage look with high-quality, modern construction. Tucked down low on the left side of the fork, near the axle, is a Fox DHX mountain bike shock—a component popular with riders on the World Cup downhill series.

Roland Sands' Indian Chieftain-powered boardtracker custom motorcycle.
“It controls the motion of the front end, and works really well,” reports Sands’ project manager Cameron Brewer. “The compression and rebound dampening of the shock is a perfect match to the rate of the leaf spring.”

Sands: “Considering it was a rigid with a leaf fork, I had nightmares about how it was going to handle. Function wise, it couldn’t have turned out better. I rode the Track Chief all over Sturgis and in the twisties, and was really happy with it.”
Sitting above the frame is a hand-fabricated titanium tank; hidden below the frame is an aluminum belly pan. The internals of the Indian Chieftain engine are stock, but there’s a Roland Sands Design Blunt air cleaner, a high-flow, low-profile fitment that doesn’t get in the way of your leg.
The titanium pipes of the custom 2-into-2 exhaust system follow the lines of the V-twin snugly, and terminate in RSD Slant mufflers. “For this bike, reliability was a top concern,” says Roland Sands. “So we retained stockish elements so it would start every time. The wiring loom was a big problem, but we had some underground help from Indian to strip it down to the essentials.”
Roland Sands' Indian Chieftain-powered boardtracker custom motorcycle.
There’s a see-through RSD Clarity cam cover and a matching outer primary cover too—revealing a custom clutch pressure plate from Barnett. “We told Barnett we were making a one-off primary cover and wanted some high-end billet clutch internals to show off. These are not production parts for either of us, but may be down the road,” says Brewer.

Roland Sands' Indian Chieftain-powered boardtracker custom motorcycle.
Track Chief sports a serious turn of speed on the road: it’s considerably lighter than the 827 lb. Chieftain that donated its engine. “We haven’t weighed the bike,” says Brewer. “But two of us did pick the Indian up by the wheels—if that’s any gauge of the actual weight, we’d guess it’s in the 400-500 lb. range.” Sands himself adds: “The pile of removed parts is massive!”

Roland Sands' Indian Chieftain-powered boardtracker custom motorcycle.
The handlebars are welded to the upper triple: allowing Sands to make very narrow bars, and eliminating the use of risers. (“They are basically clip-ons—without relying on a pinch bolt.”) RSD Traction Grips with a custom bronze anodized finish add to the vintage look.

As we all know, wheels are critical to the boardtracker look. And here we’ve got 21” x 3.5” lightweight RSD Del Mar rims—with the same bronze finish as the grips. They’re shod with Dunlop Elite 3 tires, which are conveniently available in a 120/70-21 size for custom builds. Stopping power comes from Performance Machine calipers and Brembo cylinders, and the rear sprocket and drive unit come from Gregg’s Customs.
Roland Sands' Indian Chieftain-powered boardtracker custom motorcycle.
Paint is low-key: a classic Indian red and black combo, applied by Hot Dog Pinstriping, with gold leaf for the oversized logo on the raw metal tank.

It’s not the kind of machine that will find its way back into Indian’s catalog any time soon. But the burgeoning cool factor of America’s oldest motorcycle brand just stepped up a notch—or three.
Roland Sands Design | Indian Motorcycle
Image below courtesy of Barry Hathaway.

The story appeared first in http://www.bikeexif.com/
Roland Sands riding his Indian Chieftain-powered custom, 'Track Chief'. Image by Barry Hathaway.

Saturday, September 13, 2014

Yamaha SR500 by ExesoR Motorcycles

Christian Schwarzenlander's Yamaha SR500-based “ExesoR Machine” custom motorcycle.
Venturing into the left field is risky business for any builder. Go too far, and you could end up with a garish and impractical machine. But ride the line between quirky and classy just right, and you’ll have a hit on your hands.

Christian Schwarzenlander’s Yamaha SR500-based “ExesoR MACHINE” strikes that balance beautifully. Operating out of Germany as ExesoR Motorcycles, Christian’s aim was to build a café-racer-styled custom, “with a touch of Dieselpunk.”
Christian Schwarzenlander's Yamaha SR500-based “ExesoR Machine” custom motorcycle.
Christian picked up the SR500 for a steal—but it was totally disassembled. “Even the engine was taken apart,” he says, “but it was 90% complete and no important parts were missing.” Naturally, the engine received a full overhaul—finished off with bespoke cooling fins. It now inhales through a velocity stack, and exhales via a stainless steel exhaust system from Two Hands Motorcycles.

Christian Schwarzenlander's Yamaha SR500-based “ExesoR Machine” custom motorcycle.
For the bodywork, Christian turned to Bernhard Naumann, AKA Blechmann, for assistance. Bernard is an accomplished builder in his own right, known for building “Walton”—a wild Norton-powered chopper that took 6th place at the Sturgis World Championships in 2010. “His knowledge was essential for the final result,” says Christian. The two are now good friends.

Bernard was responsible for the SR500’s seat (covered in tobacco brown leather), and he’s modified an Omega Racer fairing to suit the bike. The tank is also from Omega Racer, now fitted with a custom filler cap. All the bodywork is aluminum, finished in a raw, semi-matte effect. Furthering the Dieselpunk agenda are various brass components—including fastener covers.
Christian Schwarzenlander's Yamaha SR500-based “ExesoR Machine” custom motorcycle.
The re-wired SR500 now sports a custom ignition system, complete with a hand-built coil and cool little electron tube indicator light (below). The bulk of the new harness is stashed away under the seat. Embedded in the fairing are two LED headlights, and out back is a one-off tail light.

Christian made extensive mods to the frame too. It’s been cleaned up and reinforced in key areas, and shortened in the rear—with a pair of LED turn signals embedded in the tubing. There’s a new swingarm, made out of two SR500 units, and 7cm longer than stock. The frame and swingarm are painted in a color taken from Porsche’s swatch book: Seal Grey.
Christian Schwarzenlander's Yamaha SR500-based “ExesoR Machine” custom motorcycle.
The front suspension has been lowered and upgraded with Wirth springs, and a pair of custom Hagon shocks prop up the rear. The original Yamaha SR500 wheels are now painted in an antique copper color and fitted with Avon tires.

The final product is kitted with a Daytona speedo, LSL rear-sets and Fehling clip-ons—adorned with a pair of hand-crafted aluminum and leather grips. Christian has also fitted custom sleeved cables, a CNC-machined brake fluid reservoir and a host of other fine details that reward close inspection.
Christian Schwarzenlander's Yamaha SR500-based “ExesoR Machine” custom motorcycle.
ExesoR’s SR500 is a great example of the interplay between creativity and functionality. I’d even go as far as to call it art—and rideable art at that.

Photos by David Matl. Keep in touch with ExesoR via Christian’s website or Facebook page.
Christian Schwarzenlander's Yamaha SR500-based “ExesoR Machine” custom motorcycle.
The post Yamaha SR500 by ExesoR Motorcycles appeared first on Bike EXIF

Friday, September 12, 2014

Rough Crafts’ Harley Dyna “Urban Cavalry”

Custom Harley-Davidson Dyna built by Winston Yeh of Rough Crafts.
Is there any remaining doubt that Rough Crafts is one of the world’s top custom Harley builders? On the evidence of this new Dyna, I don’t think so.

‘Urban Cavalry’ is not your typical Harley build. For starters, it’s an official commission—a gift to the custom scene from the folks at Harley-Davidson Taiwan. Even better, they gave Rough Crafts’ Winston Yeh the freedom to pursue his own direction, and he chose performance.
Custom Harley-Davidson Dyna built by Winston Yeh of Rough Crafts.
‘Performance’ and ‘Harley-Davidson’ are words not usually found in the same sentence. But this machine, based on a 2014-spec Dyna Street Bob, shows what’s possible. “The Dyna platform has a good balance between engine power and bike size,” says Yeh. “Out of all the current Harley model families, it’s also got the best potential for good handling.”

Custom Harley-Davidson Dyna built by Winston Yeh of Rough Crafts.
To ramp up the dynamics, Yeh has fitted a complete new front end, with upside-down sportbike forks supplied by Satya Kraus. “Satya has been a great friend for several years now,” says Yeh. “And I’ve always loved his Dynamoto Front End kit with Öhlins forks. To match it, we fitted blacked-out Öhlins shocks at the back.” Yeh also installed an aluminum swingarm from Roaring Toyz and a BDL open belt drive, both of which reduce weight even further.

The brake system is equally high end. The dark metal composite rotors were custom-made by the US firm Lyndall Racing Brakes, and they’re hooked up to six-piston calipers from exotic Swedish brand ISR. Brake fade will never be an issue.
Custom Harley-Davidson Dyna built by Winston Yeh of Rough Crafts.
The stock Dyna has a surfeit of torque, so the powertrain upgrades are restricted to the engine breathing. The 103 ci (1689 cc) motor gets a boost from S&S ‘Super G’ carburetion—plus a quite extraordinary exhaust system. It’s from Dog House Racing, Taiwan’s premium titanium exhaust fabricator.

“I’ve known Dog House for years and always wanted to work with him,” says Yeh. “It’s just that our blacked-out, vintage-style bikes haven’t been a good fit for the ‘titanium rainbow’ effect he creates. But now, for this performance-driven bike, it was the perfect time to make a full titanium system. So we sat down together, and came up with a design similar to Rough Crafts’ classic ‘Bomber’ 2-into-1 pipe.”
Custom Harley-Davidson Dyna built by Winston Yeh of Rough Crafts.
Despite the new-found focus on tearing up the asphalt, the Dyna is the best example yet of the stunning Rough Crafts ‘look’. With a narrow custom tank and a superbike-inspired tail unit, there’s a distinct air of vintage sci-fi. It’s the kind of machine you could imagine racing through the streets in Blade Runner.

The finish is almost entirely monochrome, with black anodized hard parts offset by semi-gloss grey paint from Air Runner. Even the Arlen Ness Beveled Wheels, 18” at the front and 17” at the back, have been completely blacked out. The only glimpses of color are the titanium exhaust pipework, the fork tubes, and tiny brass highlights on the pushrod collars made by 2 Abnormal Sides.
Custom Harley-Davidson Dyna built by Winston Yeh of Rough Crafts.
I wouldn’t call myself a Harley guy, but I’d be happy to have this bike in my garage. Correction: I would gladly sell a close family member to put this bike in my garage.

Top marks to Rough Crafts for another out-of-this-world build.
Visit the Rough Crafts website | Facebook | Instagram | Harley-Davidson Taiwan
Custom Harley-Davidson Dyna built by Winston Yeh of Rough Crafts.
The post Rough Crafts’ Harley Dyna “Urban Cavalry” appeared first on Bike EXIF.

Thursday, September 4, 2014

Hans Muth and the Suzuki Bandit FatMile

Suzuki Bandit 1250 customized by Daniel Händler and Hans Muth
Now here’s a blast from the past. Suzuki Europe has jumped on the custom bandwagon and released images of a very tidy Bandit 1250, nicknamed ‘FatMile’. And one of the names behind the project is none other than Hans A. Muth, the legendary designer who rose to fame as BMW’s chief of styling.

Muth’s first association with Suzuki was nearly four decades ago. After leaving BMW, he set up the design team that created the original 1981 Katana—one of the most controversial motorcycles of all time.
Suzuki Bandit 1250 customized by Daniel Händler and Hans Muth
The Bandit could never be called a design icon, but it’s much loved in Europe. It’s Suzuki’s equivalent of the Yamaha XJR1300: a reliable big-bore streetbike with bucketloads of character. The basic design hasn’t been updated for years, so it’s the ideal candidate for a custom job.

Young designer Daniel Händler did the bulk of the work on the Bandit, and a fine job he’s done too. The biggest change is a GSX-R front-end swap, including the triple trees, forks and brakes. The forged alloy wheels are from high-tech German specialist PVM, and the brake levers are from cult Swedish brand ISR.
Suzuki Bandit 1250 customized by Daniel Händler and Hans Muth
The power output of a Bandit is very conservatively rated at 98 hp, but this one is probably putting out closer to 120. There’s an ECU remap and the stock headers are now hooked up to slinky Urban Killer mufflers from Cobra, another German brand.

The rear frame has been modified with a steeper kick-up, and clad with a custom fiberglass tail unit. There’s a matching belly pan too, but the tank is stock—apart from the leather panel upgrade.
Suzuki Bandit 1250 customized by Daniel Händler and Hans Muth
The paint is in Suzuki’s classic blue and white colors, with Kellermann (lighting), Rizoma (grips, pegs) and Motogadget (speedo) providing the finishing touches.

Suzuki Bandit 1250 customized by Daniel Händler and Hans Muth
FatMile will be officially unveiled this weekend at Glemseck 101, the biggest café racer festival in Europe.

It might not be as radical as the original Katana, but it’ll be much faster—and some would say easier on the eye, too.
Images by Sven WDMYR at Wheels of Stil | Suzuki Germany | Glemseck 101
Suzuki Bandit 1250 customized by Daniel Händler and Hans Muth
The post Hans Muth and the Suzuki Bandit FatMile appeared first on Bike EXIF.

Monday, September 1, 2014

Yamaha SR500 by Bunker of Istanbul

Yamaha SR500 customized by Bunker Custom Motorcycles of Istanbul
If you’ve been to Istanbul, you’ll know that it’s riot of color. The bazaars and basilicas are an assault on the retinas, in the best possible way.

So it’s surprising to discover that this cool and understated Yamaha SR500 comes from the city formerly known as Constantinople. It’s the work of brothers Mert and Can Uzer of Bunker Custom Motorcycles, and was commissioned by a kite boarder.
“After the first conversations with the client, we decided on a primitive but robust machine. The SR500 was the first to pop into our minds, but it’s really hard to find decent bikes in Turkey—and finding an SR500 is even harder.”
Yamaha SR500 customized by Bunker Custom Motorcycles of Istanbul
Mert managed to locate an SR500 for sale a whopping 330 km away, in the mountain city of Eskişehir. And as soon as the bike was back in the shop, the Bunker crew set to work. “We’ve aimed for a scrambler-style setup,” says Mert. “The bike will spend time on the rough roads of Alaçatı, one of the best surfing spots in Turkey.”

The look is handmade and raw, with the custom tank dictating the style. “Although we love the original SR500 tank, we always thought it could have been better.” The new tank has a more geometric design, and it’s also a little shorter—to suit the new riding posture and ergonomics. It’s finished with a brushed effect and stark black and blue stripes, with a clear coat to protect it.
Yamaha SR500 customized by Bunker Custom Motorcycles of Istanbul
To keep weight down, Mert and co. have used aluminum wherever possible. The fenders and engine guard are hand-made, and there’s a new loop at the back of the frame—fitted at an angle to allow for longer-travel, 14.25” Progressive Suspension shocks.

The engine has been rebuilt with big valves and now breathes through a 38 mm Mikuni Sudco racing carb and a K&N filter. Gases exit via stainless headers hooked up to a Dime City Cycles muffler. “It’s tuned accordingly,” says Mert, “and the torque is amazing.” High flow, dual feed oil lines from Motolanna help keep temperatures down.
Yamaha SR500 customized by Bunker Custom Motorcycles of Istanbul
Bunker have hand-sanded the frame down to the metal, to accentuate the raw look, and added a coat of electrostatic clear paint for protection. There’s a new CNC-cut handlebar clamp, engraved with the model number and year, and a rack on the side of the frame for carrying a large kite. The electrics are now under the custom brown leather seat; they take up minimal room, thanks to a battery eliminator kit.

It’s a clean and beautifully detailed build—with a cool elegance that will stand out amidst the hustle and bustle of Istanbul. Top marks to the Uzer brothers, and expect to hear a lot more about Bunker in the future.
Photos by Onur Aynagoz. Follow the adventures of Bunker Custom Cycles via their Facebook page. Our coverage of their previous builds is here.
Yamaha SR500 customized by Bunker Custom Motorcycles of Istanbul
The post Yamaha SR500 by Bunker of Istanbul appeared first on Bike EXIF.

BMW R Nine T Custom Project

For six months, four of Japan’s top custom workshops have been tearing down and rebuilding BMW’s R nineT roadster.
The names will be familiar to most readers—Shiro Nakajima, Brat Style, Hidemo and Cherry’s Company—but until now, the R nineT Custom Project bikes have been hidden behind closed doors.
The results are being revealed this very minute by BMW design chief Ola Stenegärd at the BMW Motorrad Days in Nagano, and we’ve got exclusive images of the builds right here.
It’s a masterclass in the art of customizing bikes, and proof that the Japanese builders are in a league of their own. The craftsmanship, styling and sheer creativity on show is remarkable.
Enjoy.
R Nine T customized by Cherry's Company
CHERRY’S COMPANY HIGHWAY FIGHTER Kaichiro Kurosu is not so well known in the West, but in the Japanese motorcycle industry he’s a household name. His high impact bikes have won the top trophy two years in a row at the Yokohama custom show, and his R nineT is just as amazing. For inspiration, Kurosu looked to BMW’s long history, and decided to create a machine that feels, in his words, ‘near future.’
The wheels are modified Custom Chrome RevTech Billet items, going up a size to 18” at the front and down a size to 16” at the back. They’re shod with Metzeler ME880 Marathon tires. The forks are standard R nineT—originally specc’d for the S1000RR—but dropped two inches with custom internals and coated black for an extra stealthy look.
R Nine T customized by Cherry's Company

The rear frame has been modified, along with the top yokes and steering stem, and there’s an upgraded Brembo master cylinder to boost braking power. The foot controls are custom fabricated and the clip-on bars are from ABM.

The hand-beaten aluminum bodywork is a styling tour de force, and could be straight off the set of a Dark Knight movie. Check out the front of the frame: the skeletal mesh enclosure that blends with the tank and belly pan is a work of art.
Custom Project Diary | Cherry’s Company website
R Nine T customized by Brat Style
BRAT STYLE CYCLONE Go Takamine is one of the most influential motorcycle builders in the world. His shop, BratStyle, is synonymous with the look of new wave customs, and has spawned a thousand imitators.
There’s always a visual lightness and vintage flavor to BratStyle builds, and those aspects have come to the fore on Takamine’s R nineT. Given the stock bike’s heavyset nature, the feeling of delicacy on this machine is quite remarkable.
Takamine’s goal was to create a bike for short city trips, with a mix of old and new flavors and a dirt track vibe. The front end is all Ceriani, including the forks, the steering stem and damper, and the top yoke.
R Nine T customized by Brat Style

The wheels have gone up in size, with a 19” at the front and an 18” at the back. (The rims are Akron H-style.) And being a traditionalist at heart, Takamine has not only removed the ABS, but also fitted a twin-leading shoe front drum brake. The tires are Allstate Safety Tread.

The bodywork is all-new and has transformed the appearance of the R nineT. There’s a custom aluminum front engine casting, and the cylinder heads have been plated and polished to match. The icing on the cake is a simple hand-fabricated exhaust system straight out of the 1960s.
Custom Project Diary | BratStyle website
R Nine T customized by Hide Motorcycle
HIDE MOTORCYCLE BOXER The simple, organic designs of Hideya Togashi have been charming Japanese custom fans since 2003; today he’s one of the leading Harley Sportster builders in the East.
Togashi has taken a minimalist approach, looking for maximum impact from relatively few mods. The hand-beaten, unfinished aluminum bodywork is timeless and flowing, giving the R nineT a super-sleek look with a hint of 1970s GP bikes.
R Nine T customized by Hide Motorcycle

New cylinder head covers have a sandcast-style texture, and the frame has been returned to a lighter, more natural finish. The wheels are actually stock—but again, the black finish has gone, swapped out for a light powdercoat. The rubber is Metzeler’s Racetec Interact.

The exhaust system is easy to miss, but beautifully bent and routed. The headers curve back into the frame and then vent near the under-seat shock. And the custom foot controls echo the new frame finish just perfectly.
Custom Project Diary | Hidemo website
R Nine T customized by 46Works
46WORKS CLUBMAN RACER Shiro Nakajima is no stranger to these pages. Under the Ritmo Sereno moniker, he’s built some of the most intoxicating custom BMWs and Moto Guzzis we’ve ever seen. Nakajima has just gone back to basics with a new shop, 46Works, and builds race-flavored customs that work on the track as well as on the road.
His R nineT is bristling with lightweight parts that reduce the weight by around 30 kg. The stock Sachs forks are gone, replaced by Ohlins items matched to a modified steering stem and top yoke. The wheels are MotoGP-style Bito R&D Magtans running Pirelli Diablo Supercorsa rubber.
R Nine T customized by 46Works

The exhaust system is hand-built titanium, and Nakajima has crafted a titanium ram-air intake too. Interestingly, he’s also removed the ABS system—presumably to suit his riding style on the track. Ancillary components are from the very best Japanese brands, including Earl’s (oil cooler), Posh and Daytona (lighting) and Battle Factory (clip-ons).

The biggest challenge for Nakajima was hand-beating the new aluminum bodywork: as a man who usually focuses on mechanical upgrades to his bikes, this was a new experience for him. The result is immaculate though, and topped off with subtle paint and a traditional pinstripe.
Custom Project Diary | 46Works website
To see more of these bikes and the stories behind the builds, visit the official R nineT Custom Project website. Or read our follow-up interviews with the builders here.

appeared first on Bike EXIF.

Monday, August 25, 2014

Indian Scout by Analog Motorcycles

New from Analog Motorcycles: a custom 1940 Indian Scout
With all eyes on Indian Motorcycle’s relaunch of the iconic Scout, it’s refreshing to see vintage examples vying for attention too. And this eye-catching 1949 Scout from Analog Motorcycles should have no trouble stealing a little limelight.

Analog’s Tony Prust stumbled upon the bike while chasing up another lead. “A friend and I headed north to take a look at a Kawasaki W1,” he explains. “While we’re there, we see a rolling chassis and a pile of parts sitting on a bench in the corner. It was a 1949 Indian Scout with a title that the owner had had for seventeen years.”
New from Analog Motorcycles: a custom 1940 Indian Scout
“He’d several projects going in his shop, and his friends gave him a hard time about the Indian, saying that he was never going to finish it.” After some negotiation, the owner finally relented. “It was pretty far beyond restoration quality,” says Tony, “but had most of the ingredients needed to build a motorcycle.”

The 1949 Scout was built around a 440cc vertical twin in a plunger-style frame. According to Tony, many experts consider it to be the bike that put Indian out of business. “They bought the design from a European company and put it into production without much testing.” (Bonhams has a 1949 Super Scout listed on their site, with a great little history lesson.)
New from Analog Motorcycles: a custom 1940 Indian Scout
Given the plunger rear end, a bobber-style build seemed obvious. But Tony had higher aspirations for the little Scout, and decided to create a ’60s and ’70s-era race replica. The first step was getting the motor into a better chassis, so Tony called up Randy and Karsten at Frame Crafters in Union, Illinois. “After chatting with them for a bit and realizing how obscure the engine was, we decided to modify a Track Master-style frame that they had in-house. This was the go-to chassis for many racers back in the ’60s & ’70s.”

It took some shoehorning, but Frame Masters managed to squeeze in the Scout’s engine and transmission. Analog then installed a set of vintage Betor forks, matched to modern Gazi shocks, and a new wheel set: TZ750 hubs laced to 18” aluminum rims.
New from Analog Motorcycles: a custom 1940 Indian Scout
With the rolling chassis sorted, the engine was next on the list. Frame Crafters recommended Bill Bailey of ZyZX Vintage Motorcycles: an ex-racer who had piloted old Indian Scouts and Warriors. “Bill had done a lot of racing and testing, and discovered the engine’s weaknesses and ways to improve it.”

During the rebuild the engine was punched out to 500cc with a hand-cut billet cylinder. The electrical system was converted to 12-volt with an electronic ignition, and the oil cooling system was redesigned and hooked up to a new oil tank.
New from Analog Motorcycles: a custom 1940 Indian Scout
Next up was the Scout’s bodywork. Tony shaped bucks of the tank and tail sections out of Styrofoam, and sent them off Pavletic Metal Shaping to hand-build aluminum versions. Pavletic also handled the aluminum fairing—based on a wire frame template that Tony mocked up.

Turning to the finer details, Analog fabricated a new exhaust system, terminating in Cone Engineering Stubby mufflers. Tony also fitted Tarozzi rear-sets, with levers that fold out of the way of the kickstart. (Tony lists the redesigned kickstart lever as one of the trickiest parts of the entire project). All the plumbing was replaced by brass lines and braided stainless tubing. The speedo is a one-off from Seattle Speedometer, and Free Form Designs handled the speedo bracket, rear sprocket and oil manifold.
New from Analog Motorcycles: a custom 1940 Indian Scout
Much consideration went into the final finishes: “The plan was to do raw aluminum, but after seeing a lot of motorcycles coming out in recent months with the same look, I opted to give it more color.” Analog “Scotch-Brited” all of the aluminum bodywork before clear-coating it. Regular Analog collaborators were called in: Kiel of Crown Auto Body for paint, Brando for pin striping and gold leaf, and Art Rodriguez of Rods Designs for the seat’s leatherwork.

Despite the race-inspired looks, the Scout is fully street legal thanks to LED head and taillights. “To keep it in race trim I had Mike Ardito form brass covers to go over the headlight and taillight. While he had the bike, he also whipped up the front fender.”
New from Analog Motorcycles: a custom 1940 Indian Scout
With parts from every corner of the globe, Analog decided to call the bike the Continental Scout. “The bike was designed entirely by Analog Motorcycles,” says Tony, “but it was my vision to go beyond some of my fabrication abilities—so I called on skilled professionals to achieve the final product. It is without a doubt the most beautiful motorcycle I have created so far and I am extremely proud of it.”

And so you should be, Tony. Now please get cracking on that Kawasaki W1.
Photography by Whiplash Racing Media. To see more of Tony Prust’s work, visit the Analog Motorcycles website.
Full Build Sheet
Track Master style frame made by Frame Crafters
All aluminum tank, seat and fairing designed by Analog and formed by Pavletic Metal Shaping
Brass light covers and fender formed by Mike Ardito
Polishing by Mike’s Polishing, Rodsmith, and Analog
Engine built by Bill Bailey of ZyZX Vintage Motorcycles
Engine has hand-cut billet cyclinder, 12 volt conversion and Dyna III electronic ignition.
Carburetor: Amal 928
Exhaust custom made by Analog with parts and stubby mufflers from Cone Engineering
Custom-made oil tank with internal plumbing made by Chassis Services
All plumbing designed and made by Analog
Paint and clear coat by Kiel of Crown Autobody
Gold leaf and pin-striping by Brando
Seat by Rod’s Designs
Magura controls
Speedometer designed and rebuilt by Seattle Speedometer
Tarrozi rear sets
Betor Forks and triples
TZ750 hubs with custom detailing by Analog
Spokes and rims made by Buchanan’s
Speedo mount, rear sprocket and oil manifold machined by Free Form Design
Gas cap by Crime Scene Choppers
Piaa LED headlights
Radiantz puck LED taillight frenched into seat hump
All custom electrical – battery and fuse block under seat hump
Custom made bar switch by Analog
Modified GSXR windscreen
Maund Speed Equipment velocity stack
Avon Roadrider tires
All custom made cables by Ed Zender at Morrie’s Place
Extremely strange and difficult to design custom kick starter lever (version 5) by Analog
Top oiler lines made by HEL brake lines

The post Indian Scout by Analog Motorcycles appeared first on Bike EXIF.

Tuesday, August 19, 2014

The ultimate Triumph Scrambler?

The Triumph Tramontana custom Scrambler
The Scrambler is one of the most-loved Triumph motorcycles of recent times. But there’s a common criticism: its off-road performance doesn’t quite match those beguiling looks.

That shortfall has just been blown to smithereens by a team of five motorcycle engineers. And not just any engineers: they’re all part of Triumph’s own chassis development team, based in Spain and led by brothers David and Felipe Lopez.
The Triumph Tramontana custom Scrambler
Since 2001, these guys have overseen the development testing of every new Triumph model—so you can guarantee that this custom Scrambler can walk the talk.

The bike is called Tramontana, after a northerly wind that blows over the Pyrenees on the border of France and Spain. “That’s what this Scrambler does—it traverses the mountains as fast and as light as the wind,” says David Lopez.
“During the development of the original Scrambler—launched in 2006—the aim was on-road performance, with the capability for very light off-road riding,” says Lopez. “But even then, it the potential for real off-roading was clear. The 270-degree crank version of the parallel twin allowed excellent traction with a good spread of torque. And the ergos and intuitive character of the chassis made it fun to ride on forest tracks.”
The Triumph Tramontana custom Scrambler
A couple of years later, Lopez and his crew handled the development of the Tiger 800XC. And they got thinking about the good off-road potential of big capacity bikes when purposely developed for it. “Our off-road backgrounds were more related to light bikes—trials and enduro,” says Lopez. “So we were surprised by the pleasure of riding bigger bikes in challenging conditions and terrains.”

Lopez and his team have a soft spot for the Triumph ‘Modern Classics’ range, and had been planning to turn one into a high performance cafe racer. But while developing the 800XC, they decided to change tack—and create the ultimate off-road Scrambler.
It took an extraordinary four years of after-hours work. But this machine has gone through the same chassis development process as an ‘official’ Triumph model, with extensive engineering input and equally extensive test-riding.
The Triumph Tramontana custom Scrambler
“We investigated countless different geometries, suspension types, wheel sizes, ergonomics and engine configurations,” says Lopez, “just like we’d have done for a production bike. The development decisions were made with only one target: off-road performance.”

Visually, the starting point was a very ‘classical’ Scrambler look, but the finished machine has more of what Lopez calls a ‘modern-retro’ style.
“It’s got the character of the Scrambler and the sixties Triumphs—provided by the parallel twin and the cradle/twin shock frame—mixed with modern high performance.”
The Triumph Tramontana custom Scrambler
The spec sheet is mouthwatering: multi-adjustable Ohlins suspension, alloy rims, twin front discs, alloy yokes and bars, and a tailor-made Arrow exhaust. Even better is what the bike is missing, to the tune of almost 40kg when weighed next to a stock Scrambler.

As you can imagine, the mods are extensive. So here’s a detailed rundown.
The Triumph Tramontana custom Scrambler Chassis geometry “The geometry was developed to provide a confidence-inspiring ride, balancing front and rear grip—to allow for easy and predictable rear-wheel drifting.” This geometry was achieved by repositioning the rear suspension unit top mounts, lengthening the swing arm, and by changing the forks and yokes.
Wheel Base: 1510mm (up 10mm)
Caster Angle: 26.1 degrees (down from 27.8)
Trail: 111mm (up from 105mm)
Dry weight: 178kg (down from a real-world 217kg)
Weight Distribution: 48.5% Front – 51.5% Rear

Suspension “The suspension is now Öhlins, and was specifically developed for this bike. We increased the fork stroke from 120mm to 220mm, and the rear wheel stroke from 106mm to 180mm.” The increased rear stroke comes via clamps machined from solid alloy that reposition the top of the rear suspension unit, which also improves progressiveness.
Wheels Lightweight aluminum spoke wheels from Excel, sized 21” x 2.5” at the front and 17″ x 4.25″ at the rear. “The 21” front wheel is essential to achieve the desired level of grip and control of the front end in off-road conditions.”
Frame Modified to reduce weight by eliminating all non-essential features. The steel fork yokes have been replaced by custom aluminum parts.
Ergonomics The steel handlebars and risers have been swapped out for aluminum bars fitted with Tomaselli grips. The footrests are modified genuine Triumph accessory items, in the 1970s ‘bear trap’ motocross style. “Their position has been changed to lower the rider in relation to the center of gravity of the bike, to improve standing up bike control.” The seat is a one-off, covered with Italian brown leather.
Front Brakes Twin 308mm discs (replacing a single 310mm disc) with two-piston floating calipers by Nissin.
The Triumph Tramontana custom Scrambler Bodywork Custom-made side panel and rear mudguard. Black anodized aluminum sump guard.
Powertrain Airbox replaced by inlet ports, with individual air filters to improve low and mid-range torque. Re-jetted Keihin carbs. Eliminated secondary air system. Custom-made wiring harness and battery tray. Lithium-Ion battery. Size 17-50 sprockets. Custom-made dynamic chain tensioner.
Exhaust System Custom Arrow brushed stainless steel two-into-one high-level exhaust system, covered with wrapping tape to optimize the exhaust phase.
CNC Machined Components Brake fluid reservoirs, rear brake master cylinder protector, sprocket cover, headlight brackets and protector, twin rear light.
The stock Triumph Scrambler sells for $9,099 in the USA. Perhaps Triumph should take a leaf out of the Street Triple’s book and sell this machine as an ‘R’ version for $11,000—still a grand less than the 800XC. Or put together a kit, so that Scrambler fans can convert their own machines to Tramontana spec.
Would you be tempted?
Images courtesy of Marc Bordons.
The post The ultimate Triumph Scrambler? appeared first on Bike EXIF.